Airplane deicing and engine silencing construction



Aug. 3, 1948. F. P. cHADsEY 2,446,210

AIRPLANE DEICING AND ENGINE SILENCING CONSTRUCTION Original Filed Oct. 2, 1942 2 Sheets-Sheet 1 I vel/tor #ed asery By @Mam/ Aug, 3, 1.948. F. P. CHADSEY 2,445,210

AIRPLANE DEICING AND ENGINE SILENCING 'CONSTRUCTION Original Filed Oct. 2, 1942 2 Sheets-Sheet 2 @ged /Q Ciao/seg( Patented Aug. 3,1948

AIRPLAN E DEICING AND ENGINE SILENCING CONSTRUCTION Fred r. chaasey, Fillmore, Calif.

Original application October 2, 1942, Serial No. 460,547, now Patent No. 2,396,684, dated March 19, 194.6. Divided and this application December 29, 1945, Serial No. 638,252

1 Claim. l

This is a divisional application of my copending application Serial No. 460,547, now Patent No. 2,396,684, dated March 19, 1946.

The present invention relates to new and useful improvements in airplanes and more particularly to means for de-icing the Wings, body or fuselage, rear elevators and rudder.

An important object of the invention is to provide connections for the exhaust manifold of the engines of the -airplane to distribute the exhaust gases over the desired parts and thus supply sufflcient heat to prevent formation of ice thereon.

Another object is to provide an improved airplane construction which adds to the efficiency and control of the machine and thus improve the safety thereof and which is also inexpensive to manufacture and otherwise well adapted for the purpose for which the same is intended.

Other objects and advantages reside in the details of construction and operation as more fully hereinafter described and claimed, reference being had to the accompanying drawings forming part hereof, wherein like numerals refer to like parts throughout, and in which:

Figure 1 is a plan view of the invention.

Figure 2 is a front elevational view thereof.

Figure 3 is a fragmentary side elevational View.

Figure 4 is a transverse sectional view of the wing construction, and

Figure 5 is a horizontal longitudinal sectional view thereof.

Referring now to the drawings in detail the numeral 5 designates the body or fuselage of the airplane having wings 6, rudder 1 and rear elevators 8. In advance of the rudder is the upstanding n 9.

The body or fuselage is formed of inner and outer spaced shells I6 and I1 to form an insulated air space I8 therebetween, the front end of the air space being closed by a transverse partition I9.

Projecting above the body adjacent the wings are a plurality of air discharge nozzles 23 connected to the air space I8, the nozzles being of at daring form disposed horizontally and directing the heated air from the nozzles fanwise over the upper surface of the body.

Nozzles 24 and 25 project outwardly from opposite sides of the body adjacent its rear end and also communicate with the air space I8, the nozzles 24 and 25 likewise being of fiat Haring form and are disposed horizontally immediately in advance of the elevators 8.

Projecting upwardly from the top of the body at its rear end immediately in advance of the fin 9 is a nozzle' 26 communicating With the air space I8 and also of flat flaring form and vertically disposed to thread the heated air over the fin.

The wings have motor nacelles 29 mounted in y the leading edges thereof, it being understood that any desired number of motors may be provided.

Annular exhaust manifolds 30 surround the motors from which exhaust pipes 3| extend, the

exhaust pipes 3| extending rearwardly to a fiat l elongated manifold 33 extending along the leading edge of the wings.

A sectional defroster conduit designated generally at 34 is comformably fitted on top of the wing 6 substantially coextensive therewith and is composed of a substantially fiat box-like front section 35 and rear section 36 secured to the wing by straps 31 and bolts 31a threaded in angle brackets 31h at the front and rear edges of the Wings. 'One edge of each section is in abutting relation and the abutting edges of the outer ends of the sections are open to provide communication with each other.

The manifold 33 is secured on top of the front section and communicates therewith by means of a passage 38 at the inner end of the front section, while the rear section at its inner end communicates with the air passage I8 of the body or fuselage by a pipe 39.

'Stay bolts 46 brace the top and bottom surfaces of the sections of the defroster.

From the foregoing it will be apparent that the exhaust gases from the engine will pass through the manifold 30 into the front section 35 of the defroster and will then travel toward the outer end thereof as indicated by the arrows in Figure 5 into the rear section 36 and thence into the air passage I8 of the fuselage for subsequent discharge through the nozzles.

The distribution and dissipation `of the exhaust gases as indicated further reduces the noise of the motors to produce a quieter running airplane.

In view of the foregoing description taken in conjunction with the accompanying drawings it is believed that a clear understanding of the construction, operation and advantages of the device will be quite apparent to those skilled in this art. A more detailed description is accordingly deemed unnecessary.

It is to `be understood, however, that even though there is herein shown and described a preferred embodiment of the invention the same is susceptible to certain changes fully comprehended by the spirit of the invention as herein 44eme described and the scope of the appended claim. ingtherewith at the inner endof the wing and Whatis claimed is: the rear section having a discharge port at the An airplane wing de-icng construction cominner end 0f the Wingprising a sectional :dat hollow member, means FRED P CHADSEY detachably connecting the sections to the top of 5 the wingxwithone section of the member arranged REFERENCES CITED in advance 0f the other, Said Sections having com- Tne following references are of record in the munication adjacent the outer end of the wing, fue 0f this patent;

and a manifold supported on top of the member and connected to a power plant'l employed for 10 UNITED STATES PATENTS driving the airplane, said manifold being con- 'Number Name Date nected to the front section and extending along `1,797,160 Spencer Mar. 17, 1931 the front edge thereof with one end communicat- 922,825 Squires Aug. 15, 1933 

